sir,pls tell abt umts pico cell wlan 80211.b and other communication in aeronautical communication,its future scope n also send d pictures of wireless cabin architecture n cmhn n service integerators n its application.

The demand for making air traveling more 'pleasant, secure and productive for passengers is one of the winning factors for airlines today. high data rate communication services, in particular Internet applications are demanded more. global coverage is essential for providing continuous service In an aeronautical scenario. satellite communication becomes indispensable here. There is an ever increasing data rate requirements of applications and therefore the aeronautical satellite communication meets an expansive market. wireless access to communication services in flight should be provided as Mobile phones and laptops have become a necessity for the business travellers.

http://satellite.tmcnetaeronautical-communications/Default.aspx

PASSENGER MULTIMEDIA COMMUNICATION SERVICE VIA SATELLITE
Aircraft multimedia services will be offered to passengers soon via
back-seat screens and IP cable networks. wireless access methods such as W-LAN
for data connections to laptops and UMTS for
personal telephony are suggested.

AERONAUTICAL SERVICE CONCEPT:
Future airliners will provide a variety of
entertainment and communications equipment to the
passenger to make the journey more pleasant. TV
screens, a rescue compartment with tele-medicine
equipment, or fixed installed satellite phones are expected to come in the aircraft cabins. UMTS and W-LAN, and Bluetooth can provide mobile communications in the aircraft.

Satellite Connection:
Connection to telecom networks is considered to be
achieved by satellites with large coverage areas. the
bandwidth that is requested by standard
interfaces of the wireless standards needs
to be adapted to the available bandwidth as only restricted satellite data rates will be
available. few geostationary satellites such
as the Inmarsat fleet are available for twoway
communications. The Ku-band may be
used on a secondary allocation basis.The use of different satellite
systems can provide the support of different service
bearers, and handover between satellite systems.

SERVICE ARCHITECTURE:
The central part of the service provisioning is the service integrator which will provide the interfaces for the wireless
and wired service access points in the cabin, as well
as the interface to the terrestrial networks at aircom
provider site. a router can connect the wired LAN segment and the wireless IEEE access points in the case of simple IP. an adaptation layer (AL) will be needed for the UMTS encapsulation. The network concept is called mobile since the
access network of the subscribers itself is on the
move, and the topology with respect to the fixed
service provider will change.

Full report:
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Wireless Application Categories (Voice and Data)
n Air Traffic Management (ATM)
– Air Traffic Control (ATC)
– Air Traffic Services (ATS)
– Communication, Navigation, & Surveillance (CNS)
Airline Operational Communications (AOC)
– Flight Operations
– Maintenance
– Airport/Ramp Operations
Airline Administrative Communications (AAC)
n Airline Passenger Communications (APC)
n Entertainment
n Global Customers of the Wireless Aviation
Market
n Aeronautical Telecommunication (ATN) Network Environment
n Evolution of Aviation Wireless Communications
ATN Architecture
n Aeronautical Communication Requirements
n Interoperability with existing subnetworks
n High availability
n Mobile Communication
n Message prioritization
n Policy based routing
n Security
Bit Efficiency
n Support for multiple mobile subnetworks
n Mobile platform forms its own Routing domain
n Today’s ATN Status
n ICAO - 91 Nations Agreement 1991
n Published Standards - SARPS Edition 3, end of 2000
n Several Cooperative Attempts - Stalled Out
n FAA Funded Router Development - ATNS,Inc.
n Limited ATN Router Availability
n End System Applications under development
n Wireless Components not yet “Red Label”
n European, Eurocontrol lead early trials ongoing
n FAA CPDLC I - Initial Operation 2002
ATN Protocol Architecture
n ATN and TCP/IP Protocol Architecture
n TCP and TP4 Features Comparison
n IP and CLNP Features Comparison
n IP and CLNP Features Comparison
Challenge for the Aeronautical World
Could TCP/IP protocol meet Aeronautical requirements?
n Benefits:
– Lower Infrastructure cost
– Potential for new services:
» VoIP
» Multicast
» Security
» Integration with Public Infrastructure
Challenges:
n Modifying Political agreement/ Industry Standards
n Addressing Technical Issues for:
– Mobility Management
– Policy based routing capability
n Subnetworks
Air-Ground (A/G):
n Aeronautical Mobile Satellite
n VHF Data Link
n Mode S
n HF Data link
n Passenger Telephony
Ground-Ground:
n X.25 PSDNs
n Frame Relay
n LANs
n Leased Lines
n NADIN
Overview of VDL Modes
n Subnetworks Requirements
n Byte and code independence
n Address individual systems
n Provide error detection
– Undetected error better than 1 in 108
n Packet mode technology
Connectionless and Connection mode
n Prioritization of data
– Important for safety related data
n QoS Management
– Throughput and Transit delay guarantees
n Mobile subnetworks
– Ability to report aircraft joining the subnetwork
– Ability identify aircraft leaving a subnetwork
Mobility and Roaming
n Mobility between subnetworks while staying in contact
– Supported by the data page link layer
n ATN must support Roaming between networks
– Aircraft may move from one mobile subnetwork to another
– Aircraft may be simultaneously attached to more than one mobile subnetwork
Mobile Routing Issues
n Routes cannot be aggregated
– Mobile addresses not related to topology
n Route changes every time aircraft changes point of attachment
– High rate of routing updates
n Routers have to keep a route for each aircraft
– ATN size limited by router table capacity
ATN Solutions for Mobility
n Uses Inter Domain Routing Protocol (IDRP) for routing
n Implements distributed IDRP directory using Boundary Intermediate Systems (BISs)
n Two level directory
– ATN Island concept consisting of backbone BISs
– Home BISs concept
n Scalability obtained by the two level structure
n Resilience is provided by the distributed approach
n ATN Island Routing Domain Confederation
Mobile Routing Example
n RD1, RD2 and RD3 support air/ground data links and RD4 depends on the other three (3) for A/G communication.
n Using IDRP RD1 and RD2 advertise a route to the aircraft and RD4 can choose one of the route based on Routing policy.
Mobile Routing Example
n As the aircraft travels it may lose contact RD1, RD1 informs others using the route withdraw message.
n RD4 now has one path to the aircraft through RD2 and thus routes all traffic through RD2.
n Further along in the flight, the aircraft may come in contact with RD3. A data page link is established and routing information is exchanged. RD3 then advertises a new route to the aircraft.
n RD4 again has two routes to the aircraft and chooses a route based on local routing policy. The aircraft goes through a similar process to select a route.
ATN Mobile Protocol Requirements
n Shall support wide variety of mobile communications networks including aeronautical mobile-satellite service (AMSS), VHF digital page link (VDL), HF digital page link and SSR Mode S. Shall be possible to communicate with airborne avionics in any part of the world.
n Shall support wide range of Organizational and National polices, including the enforcing of restrictions on what types of traffic can pass over both ground and air/ground data links, and control over which air/ground data page link types are used by which applications
n BISs shall advertise routes to each other, where a route consists of the set of addresses which identifies the destinations reachable over the router, and

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